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    • Effects of Methanol Substitution Rate on Performance of Diesel-Methanol Reactivity Controlled Compression Ignition Engines
    DOI：10.13949/j.cnki.nrjgc.2022.01.006
    Key Words:diesel engine  reactivity-controlled compression ignition（RCCI）  methanol  substitution rate  non-regulated emission
    Author NameAffiliationE-mail
    HUANG Fenlian* Yunnan Key Laboratory of Internal Combustion Engines， Kunming University of Science and Technology， Kunming 650500， China hfenlian@qq.com 
    YANG Qun Yunnan Key Laboratory of Internal Combustion Engines， Kunming University of Science and Technology， Kunming 650500， China  
    WANG Zhengjiang Yunnan Key Laboratory of Internal Combustion Engines， Kunming University of Science and Technology， Kunming 650500， China  
    YAO Guozhong* Yunnan Key Laboratory of Internal Combustion Engines， Kunming University of Science and Technology， Kunming 650500， China 158131449@qq.com 
    SHEN Lizhong Yunnan Key Laboratory of Internal Combustion Engines， Kunming University of Science and Technology， Kunming 650500， China  
    LEI Jilin Yunnan Key Laboratory of Internal Combustion Engines， Kunming University of Science and Technology， Kunming 650500， China  
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    Abstract:A 4-cylinder high pressure common rail diesel engine test bench was modified to work in reactivity controlled compression ignition （RCCI） combustion mode. The effects of different methanol substitution rate on the performances of a diesel engine operated in methanol/diesel RCCI mode under different conditions were studied. The results show that the best methanol substitution rate is 10% on 25%~50% load at 1 600 r/min. With the increase of methanol substitution rate， the brake specific fuel consumption （BSFC） decreases， and the effective thermal efficiency increases on 50%~100% load. The effective thermal efficiency promoted by 9.4% and the BSFC reduced by 6.2% with 30% methanol substitution rate on 100% load. On different load， the maximum methanol substitution rate was limited by knock， misfire， incomplete combustion， engine thermal load limit and mechanical design strength. On 100% load， the maximum methanol substitution rate increased from 30% to 36% with the throttle valve opening decreased from 100% to 30%， and the BSFC dropped by 6.5% compared with the original engine with 34% methanol. The maximum methanol substitution rate can be effectively improved by properly closing the throttle valve to reduce the intake flow and the maximum pressure in-cylinder at high load conditions. The results of engine full-load characteristics show that with the increase of engine speed， the methanol， non-methane hydrocarbons （NMHC） and carbon dioxide （CO2） emissions decrease gradually， while the emission of formaldehyde （HCHO） decreases slightly and then increases gradually. As the methanol substitution rate rises at the same speed， the emissions of unburned methanol and HCHO increase， while the emissions of NMHC and CO2 reduce. The methanol/diesel dual fuel RCCI combustion strategy is beneficial to reduce CO2 emission.
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